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Copyright 2007, 2008, 2011 thru 2015 Honeywell International Inc. All
rights reserved.
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The information contained in this manual is for reference use only. If any
information contained herein conflicts with similar information contained
in the Airplane Flight Manual, the information in the Airplane Flight
Manual shall take precedence.
TABLE OF CONTENTS
IntuVue RDR-4000
SECTION 1: INTRODUCTION
RDR-4000 OPERATIONAL ENHANCEMENTS
OPERATIONAL LIMITATIONS AND CONSIDERATIONS
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SECTION 1: INTRODUCTION
Welcome to Honeywells IntuVue 3-D Automatic Weather Radar
System, the RDR-4000. The RDR-4000 introduces several new
technologies not found in previous generation Radar Systems. Some of
the major operational differences are highlighted here. Note that the
availability of some features will depend on the installation configuration.
Introduction
1
Introduction
2
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Introduction
3
Introduction
4
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TEST
System Control: TEST
Mode: ANY
Gain: CAL
Range: 10 to 320 nm
Select WXR on the Electronic Flight Display control panel.
It is good practice to run the test sequence after system power-up or
Time
TEST Selected
Approx
2 Sec.
Approx
4 Sec.
PWS FAIL/INOP
On
PWS VISUAL
ALERTS
Off
PWS AURAL
ALERTS
None
DISPLAY
Amber
(WINDSHEAR)
Tone Whoop, Whoop
or "Monitor Radar
Display
Approx
6 Sec.
Red
(WINDSHEAR)
Go Around, Windshear
Ahead, Windshear
Ahead, Windshear Ahead
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TEST PATTERNS
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higher.
Avoid any magenta turbulence cells and monitor the display for
If there is weather in the area, ensure that the radar has been turned
CLIMB UP TO FL200
System Control: L or R (dual system) or NORM (single system)
Mode: AUTO
Gain: CAL or as required to assess threats. (Refer to GAIN
higher.
Avoid any magenta turbulence cells and monitor the display for
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higher.
Avoid any magenta turbulence cells and monitor the display for
weather intensity to avoid any weather threats.
Avoid any cells associated with Hail or Lightning Icons.
In areas where the REACT field is shown, expect the possibility of
weather that may need to be avoided (see page 17).
Start evaluating cells by 40 nm and finish by 20 nm.
Make your weather decision by the 20 nm point.
See PLANNING A PATH on page 42 for more information.
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AUTO WEATHER
MODE
MAN MODE:
SLICE AT 10,000 FT
(10,000 FT BELOW A/C)
MAN MODE:
SLICE AT 30,000 FT
(10,000 FT ABOVE A/C)
MAN MODE:
SLICE AT 20.000 FT
(AT A/C ALTITUDE)
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Approx.
2 Sec.
Approx.
4 Sec.
PWS FAIL/INOP
On
PWS VISUAL
ALERTS
Off
PWS AURAL
ALERTS
DISPLAY
Approx.
6 Sec.
Amber
(WINDSHEAR)
Tone Whoop, Whoop
None
or "Monitor Radar
Display
Normal Test Pattern (No PWS Icon)
Red
(WINDSHEAR)
Go Around, Windshear
Ahead, Windshear
Ahead, Windshear Ahead
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Returns
Reflectivity
Rainfall Rate
Black
Green
Light
20 30 dBZ
Yellow
Medium
30 40 dBZ
Red
Strong
40 dBZ or greater
Magenta
Turbulence
N/A
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TURBULENCE DETECTION
Turbulence detection is an automatic function of this weather radar
system.
For turbulence detection and
evaluation use the following
procedure:
1. System Control: L or R (or
NORM for single system)
2. Mode: AUTO (also
available in MAN mode if
the Hazard Display
Configuration is installed)
3. Range: As desired.
Turbulence information is limited to the first 40 nm (60 nm if the Hazard
Display Configuration is installed). Turbulence within this range and
inside the Flight Path Weather envelope will be displayed in magenta.
The turbulence data is represented in a blocky shape, helping to visually
differentiate it from reflectivity data.
The turbulence detection feature of the RDR-4000 is quite sensitive as
compared to previous radar functionality. The threshold for displaying
indications of turbulence is based on the potential aircraft response to
that turbulence. Therefore, magenta blocks may be displayed on top of
any color, including black.
If the Hazard Display Configuration of the radar system is installed, the
GAIN knob can be used to temporarily suppress the display of Hazard
Icons and Turbulence Indication. See HAZARD DISPLAY
SUPPRESSION on page 29 for details.
Typical Turbulence Display
Limited to 40 nm
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Extended to 60 nm
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ADVISORY ALERTS
The Advisory Alert region is 40 from the aircraft track and from 0.5 nm
to 5.0 nm in front of the aircraft.
Configuration A:
Between 50 ft and 1,500 ft AGL the system indicates ADVISORY
Alerts by overlaying the Windshear icon on the radar display. New
Advisory Alerts are inhibited below 50 ft AGL if airspeed is greater
than 100 kts on takeoff, or greater than 60 kts on approach.
Configuration B:
No ADVISORY Alerts are shown.
CAUTION ALERTS
The Caution Alert region is 25 from the aircraft track and from 0.5 nm
to 3.0 nm in front of the aircraft.
Configuration A:
Between 50 ft and 1,200 ft AGL the system indicates CAUTION
Alerts with visual and aural annunciations in addition to displaying the
Windshear icon(s).
New Caution Alerts are inhibited below 50 ft AGL if airspeed is
greater than 100 kts on takeoff, or greater than 60 kts on approach.
Configuration B:
Between 400 ft and 1,200 ft AGL the system indicates CAUTION
Alerts with visual and aural annunciations in addition to displaying the
Windshear icon(s).
New Caution Alerts are inhibited below 400 ft AGL if airspeed is
greater than 80 kts on takeoff, or greater than 60 kts on approach.
WARNING ALERTS
The WARNING Alert region is 0.25 nm either side of the aircraft track
and from 0.5 nm to 1.5 nm (3.0 nm on the ground) in front of the aircraft.
On approach below 370 ft, warnings beyond the far end of the runway
are inhibited.
Between 50 ft and 1,200 ft AGL the system indicates WARNING Alerts
with visual and aural annunciations in addition to displaying the
Windshear icon. New Warning Alerts are inhibited below 50 ft AGL if
airspeed is greater than 100 kts on takeoff, or greater than 60 kts on
approach.
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Configuration A
Configuration B
No Advisory Alerts
Only NEW Alerts are Inhibited as follows. Existing Alerts are not removed.
On Takeoff, All New Alerts are
INHIBITED when airspeed is greater
than 100 kts if radio altitude is less
than 50 ft AGL.
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ICON DISPLAY
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Current
Altitude
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Color
Returns
Very light or
none
Reflectivity
Less than
20 dBZ
Green
Light
20 30 dBZ
Yellow
Medium
30 40 dBZ
Red
Strong
Magenta
Turbulence
Black
40 dBZ or
greater
N/A
Rainfall Rate
Less than 0.7 mm/hr
(0.028 in/hr)
0.7 4 mm/hr
(0.028 0.16 in/hr)
4 12 mm/hr
(0.16 0.47 in/hr)
Greater than 12 mm/hr
(0.47 in/hr)
N/A
In all modes except TEST, rotating the GAIN Knob to the minimum
(MIN) position reduces gain by approximately 16 dBZ. Rotating the
GAIN Knob to the maximum (MAX) position increases gain by
approximately 10 dBZ.
Proper use of the gain control can aid in the detection and assessment
of storm cells. Gain reduction can be useful in several ways. Reducing
the gain to MIN provides a quick assessment of the relative intensity
between displayed cells. Since gain does not affect turbulence
detection, reducing gain in the AUTO mode to MIN will show turbulence
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GAIN CONTROL AT
THE MIN POSITION
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TR-1 TRANSMITTER/RECEIVER
The Transmitter/Receiver contains the electronics
necessary to transmit, receive, and process the
radar pulses used to detect turbulence, windshear,
weather, and terrain targets. It also contains the
system integrity monitoring and self test electronics.
The TR-1 is located in the radome in the base of the
antenna drive.
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CP-1A
CP-1B
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SYSTEM CONTROL
(CP-1B)
L: Selects left system for normal weather operation.
R: Selects right system for normal weather
operation.
(CP-1A)
NORM: Normal weather operation.
(CP-1A/CP-1B)
TEST: Selects test mode and provides a test pattern
to allow verification of system operation and fault
isolation. While on the ground, the system test will
also exercise the windshear aural and visual alerts
shortly after being selected. If the system control is
placed in TEST while in flight, the display will show
the test pattern, but no windshear aural or visual
alerts will be annunciated. If a windshear event is
detected while in the test mode, the display will
switch to weather with the windshear icon overlaid,
and warning or caution annunciations will be
triggered, as appropriate.
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MODE SELECTION
MAP Displays Full Coverage Ground Map
AUTO Automatic Weather Presentation Mode
provides detection of windshear out to 5 nm. It
displays turbulence out to 40 nm and weather out to
320 nm. Secondary Weather returns are shown with
black stripes through them. If Hazard Display is
installed, turbulence is extended to 60 nm, and
lightning, hail, and REACT indications are shown.
MAN Manual Constant Altitude (Weather Analysis)
mode. The altitude slice defaults to current altitude
on MAN selection. It provides detection of
windshear out to 5 nm and displays weather out to
320 nm. If Hazard Display is installed, turbulence is
shown out to 60 nm, and lightning, hail, and REACT
indications are shown.
GAIN CONTROL
CAL Rotate to the CAL position for automatic gain
control. The CAL position results in a calibrated
map or weather radar display. Gain control does not
affect turbulence or windshear.
Manual Rotating knob out of CAL varies gain
between MIN and MAX. VAR is shown on the
display, indicating that the gain has been changed
from the calibrated position.
The MIN position reduces the gain by approximately
16 dBZ below the CAL setting.
The MAX position increases the gain by 10 dBZ over
the CAL setting.
If the Hazard Display Configuration of the radar
system is installed, the GAIN knob can also be used
to temporarily suppress the display of Hazard Icons
and Turbulence Indication. See HAZARD DISPLAY
SUPPRESSION on page 29 for details.
Principles of Weather Radar Use
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FAULT ANNUNCIATIONS
Fault annunciations alert the pilot that the radar system is not
performing to established standards. Built-in test equipment (BITE)
automatically and constantly tests the radar system. If a system failure
occurs when operating in any mode other than TEST mode, a generic
WXR FAIL message will be annunciated on the display. If this should
occur, select the TEST mode to confirm the fault and to see more
information about the failure. This test may be run either on the ground
or in the air. It will take less than a minute to run. If a fault is confirmed,
the reason for the fault will be annunciated on the display as explained
below.
If a system failure is detected when in the TEST mode, the test pattern
will be replaced by the name of the unit in which the failure occurred.
Failures will appear as yellow caution annunciations on the display.
Some faults will result in any displayed radar data to disappear entirely,
while others overlay the radar display. Faults may also be annunciated
on displays other than the radar display. It may take up to 20 seconds
after the completion of the test sequence before any fault annunciations
appear on the display.
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Display Annunciation
Failure
RT
ANT
CONT
WEAK
PROC
ATT
Attitude Fault
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PLANNING A PATH
Remember to plan a deviation path early. Simply skirting the red or
magenta portion of a cell is not enough. Wherever possible, plan an
avoidance path for all weather echoes which appear beyond 100 nm
since this indicates they are quite dense. If a REACT field is shown,
plan to avoid that area since there may be weather there that the radar
cannot detect. Refer to the FAA Approved Airplane Flight Manual and
to the FAA Advisory Circulars referenced on page 3 for detailed
information on flying in the vicinity of and avoiding thunderstorms and
turbulence.
The most intense
echoes indicate
severe
thunderstorms.
Remember that hail
may fall several nm
from the cloud, and
hazardous turbulence
may extend as much
as 20 nm from the
cloud. You should
avoid the most
intense echoes by
PLAN A WEATHER AVOIDANCE PATH IN ADVANCE
at least 20 nm, if
possible. If the Hazard Display features are installed, avoid areas with
hail or lightning icons by a similar distance. As echoes diminish in
intensity, you can reduce the distance by which you avoid them.
The lightning and hail icons provide additional clues as to whether
reflectivity indications are associated with convective developments and
provide an indication that the convection may be generating hail and/or
lightning. As with any weather radar system, the crew must integrate all
possible information including information from sources other than
weather radar such as forecast conditions, PIREPs, ground based
weather systems and Air Traffic Control when making deviation and
penetration decisions.
Also, note that by definition Clear Air Turbulence is always possible in
areas of no displayed reflectivity.
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AZIMUTH RESOLUTION
Azimuth resolution is a function of the beam width. When two targets
are closely adjacent in azimuth and at the same range, the radar may
display them as a single target. However, as the targets are
approached they appear to separate. The ability of the radar system to
resolve these targets is a function of the antennas beam width and the
range to the target.
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SHADOWED AREAS
Extremely heavy rainfall or high terrain can reduce the ability of the
radar to penetrate and present a full picture of the weather area. This is
called radar attenuation. If the Hazard Display features are installed, a
REACT field will indicate attenuated areas (see page 17). Otherwise,
use MAP mode along with the weather modes to identify areas of
shadowing. Observe the ground returns in the area behind the strong
weather echo. With very heavy intervening rain, the ground returns
behind the echo will not be present but rather will appear as a shadow.
This may indicate a larger area of precipitation than appears on the
weather display.
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WINDSHEAR/MICROBURST DESCRIPTION
A microburst is a cool shaft of air, like a cylinder, between and 1 nm
across that is moving downward. When it encounters the ground, the
air mass mushrooms in a horizontal direction curling inward at its edges.
The downward air velocities associated with these narrow air shafts
range from 20 to 40 kts.
Two types of microbursts exist: wet and dry. In a wet microburst, rain
droplets within the airshaft fall largely intact all the way to the earths
surface. This type of event is typical of humid areas like the southeast
United States. A dry microburst may contain virga, or rain that exits
from the cloud base, but mostly evaporates before reaching the ground.
Virga occurs in high-based rainstorms found in places like the high
plains and western United States. Regardless of whether the
microburst is wet or dry, the airshafts wind characteristics are identical.
When the downward moving airflow becomes a horizontal flow at the
base of the airshaft, the outflow winds have front-to-back velocities
ranging from 20 to 80 kts.
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Views are no longer limited to the single diagonal slice that is inherent to
conventional radars. The standard horizontal view of the radar
represents a weather envelope based on flight path slope and corrected
for the curvature of the earth. Horizontal views are generated
independently for each side of the cockpit.
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RDR-4000
In AUTO mode, the RDR-4000 projects a 3D memory space onto a twodimensional display. This means the weather displayed for any one
memory cell is the color of the strongest return in that column of
memory cells. Specifically, if there is any weather data in a given
column that is inside the envelope for Flight Path Weather; the color of
the strongest of these returns is displayed. If there is no weather data
inside the envelope, then the color of the strongest return from outside
the envelope is displayed as Secondary Weather. Stronger returns
outside the envelope (Secondary Weather) never override the strongest
returns displayed as Flight Path Weather.
1
At cruise altitudes above 29,000 feet, original versions of the radar maintained
the lower envelope boundary at 25,000 feet. Radar Processor units with later
software modifications (930-1000-002 SW version 1 and later, or 930-1000-003
all SW versions) adapt the lower boundary based on the weather detected
ahead of the aircraft. When no convective activity is detected, the envelope
remains +/- 4,000 feet. When the radar detects a convective cell which may
become relevant to the current flight path, the lower boundary near the cell is
extended to 25,000 feet.
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On activation of the MAN mode, the slice at the current aircraft altitude
(rounded to the nearest 1,000 ft) is chosen. The view does not move up
or down when the aircraft altitude changes. The pilot can quickly
measure the tops of cells without any
calculations. By varying the selected
altitude until a cell just disappears, the
cell height can be directly read from the
display.
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AUTO MODE
MAN MODE:
SLICE AT 25,000 FT
MAN MODE:
SLICE AT 15,000 FT
MAN MODE:
SLICE AT 20,000FT
(AT A/C ALTITUDE)
MAN MODE:
SLICE AT 10,000 FT
MAN MODE:
SLICE AT 5,000 FT
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APPENDIX
SAFETY INFORMATION
CAUTION
MAINTAIN PRESCRIBED SAFE DISTANCE WHEN STANDING IN
FRONT OF A RADIATING ANTENNA.*
*Reference FAA Advisory Circular #20-68B
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Appendix
61
Appendix
62
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